JPH0331536A - Speed change shock reducing device for automatic transmission - Google Patents

Abstract

PURPOSE:To surely reduce the shock accompanied with the speed change operation by detecting the speed change operation of an automatic transmission and estimating the completion time of the speed change operation and reducing the engine output during the time from the starting period of the speed change operation to the completion time. CONSTITUTION:The opening degree of the throttle of an engine A mounted onto a vehicle is detected by a control means C. Further, the speed change operation of an automatic transmission B which is similarly mounted onto the vehicle and the revolution speed of a turbine are detected by the means D and E. When the above- described speed change operation is detected, the completion time of the speed change operation is estimated by a means F on the basis of the kind of speed change operation, throttle opening degree, and the revolution speed of the turbine. During the period from the time point of detection of the speed change operation to the estimated completion time of the speed change operation, control is performed by a means G so that the output of the engine A is reduced. Therefore, also in the case when manual shift is carried out arbitrarily, the completion time of the speed change operation is properly set, and the speed change shock is reduced.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an automatic transmission that changes the output of an engine during a gear shifting operation of an automatic transmission equipped in a vehicle to reduce the shock accompanying the gear shifting operation. This invention relates to a gear shift shock reduction device.

[Conventional technology]

Automatic transmissions installed in automobiles are generally constructed by combining a torque converter consisting of a pump impeller, a turbine runner, a stator, etc., and a multi-gear type transmission mechanism connected to the turbine runner of the torque converter. has been done. Such automatic transmissions are usually equipped with a hydraulic control device whose main component is a hydraulic circuit, and this hydraulic control device controls hydraulically operated friction engagement elements such as clutches and brakes in the transmission mechanism. The engagement state is switched, thereby performing a gear shifting operation.

When a gear change operation is performed in an automatic transmission, although the vehicle speed hardly changes due to the inertia of the vehicle, the engine speed changes rapidly in response to changes in the gear ratio in the automatic transmission. This causes sudden torque fluctuations on the output shaft of the automatic transmission, and this rapid torque fluctuation causes a sudden change in the acceleration of the vehicle body, a so-called shift shock. As a measure to reduce such shift shock, for example, it is possible to control the hydraulic pressure supplied to the frictional engagement elements so that the frictional engagement elements in the transmission mechanism are smoothly released and engaged. However, if this is done, the period in which the frictional engagement elements are kept in a sliding state becomes longer, and there is a risk that the frictional engagement elements may seize or become more abraded. occurs.

Therefore, for example, as disclosed in Japanese Patent Application Laid-Open No. 61-104128, when a gear shifting operation is performed in an automatic transmission, the output of the engine is reduced for a predetermined period,
It has been proposed to perform control to reduce shift shock. In such shift shock reduction control, when one of the control targets that changes the engine output, for example, ignition timing, is selected, the ignition timing is delayed from the reference ignition timing corresponding to the reference control amount. A correction amount for the reference control amount (hereinafter referred to as the shift correction amount) is set, and the ignition system is activated at a timing corresponding to the effective ignition advance value set using this shift correction amount. be done.

Incidentally, in the shift shock reduction control as described above, it is necessary to detect the start and end points of the shift operation in an automatic transmission, but it is necessary to detect the start and end points of the shift operation in the automatic transmission. Since it is difficult to directly detect the condition, it is necessary to predict when the shift operation will start and when it will end. In this case, the starting point is
It can be predicted relatively easily by taking into account the supply delay time of hydraulic pressure to the frictional engagement elements in the transmission mechanism, changes in engine speed, etc. On the other hand, when the gear change operation is an upshift operation, the completion point is, for example, when the shift up operation is performed without a change in engine output. The engine speed can be accurately predicted by calculating the engine speed immediately after the upshift operation based on the engine speed and the gear ratio before and after the upshift operation in the automatic transmission. On the other hand, when the gear change operation is a downshift operation, when the downshift operation is not performed, in addition to the change ratio in the automatic transmission increasing, the accelerator pedal is depressed and the engine output decreases. Therefore, if the completion time is predicted based on the engine speed, such as during an upshift operation, there is likely to be a discrepancy between the predicted completion time and the actual completion time, reducing shift shock. There is a possibility that the period during which control is performed may be inappropriate.

However, in the configuration shown in the above-mentioned publication, the above-mentioned matters are not taken into account, and both the completion point of the upshift operation and the completion point of the downshift operation in the shift shock reduction control are usually at the engine rotational speed. Alternatively, since the prediction is based on the length of time from the start of the shift operation, the completion time of each operation is not necessarily properly predicted.

On the other hand, in the configuration disclosed in Japanese Patent Publication No. 63-14171, the completion point of the upshift operation is set based on the throttle opening and the type of gear change. By applying this also to times of downtime, the problem of the discrepancy between the predicted completion time and the actual completion time as described above can be resolved, and an appropriate time can be set.

[Problems to be Solved by the Invention] However, when the completion point of the shift operation is set based on the throttle opening and the type of gear change as in the above-mentioned conventional configuration, the normal shift operation performed in a certain process by automatic gear shifting is Although downshifting can reduce the shock that accompanies gear shifting operations, it is not possible to respond to cases where a manual shift is performed arbitrarily by the driver, for example, and the time point at which the gear shifting operation is completed cannot be properly set. Can not do it. Therefore, in such a case, there is a problem in that the shift shock cannot be reduced.

[Means to solve the problem]

In order to solve the above-mentioned problems, the shift shock reduction device for an automatic transmission of the present invention, as shown in the basic configuration in FIG. When a shift operation in the automatic transmission is detected by the detection means, the throttle opening detection means, the turbine rotational speed detection means of the automatic transmission, and the shift operation detection means, the throttle opening detects the completion point of the shift operation. Completion time prediction means for predicting a completion time based on the throttle opening detected by the opening detection means, the turbine rotation speed detected by the turbine rotation speed detection means, and the type of speed change detected by the speed change operation detection means; The present invention is characterized by comprising output control means for reducing the output of the engine during a period from the time when the shift operation is detected by the timing detection means to the time when the shift operation is completed as predicted by the completion time prediction means.

[For production]

According to the above configuration, the completion time prediction means determines the completion point of the speed change operation based on the throttle opening detected by the throttle opening detection means when the speed change operation in the automatic transmission is detected by the speed change operation detection means. The prediction is made based on the turbine rotation speed detected by the turbine rotation speed detection means and the type of speed change detected by the speed change operation detection means. The output control means reduces the output of the engine during a period from the time when the shift operation is detected by the shift timing detection means to the time when the shift operation is completed as predicted by the completion time prediction means. With such a control operation, even when a manual shift is arbitrarily performed by the driver's operation, the time point at which the shift operation is completed can be appropriately set, and the shock accompanying the shift operation is reduced.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 2 to 13.

The shift shock reduction device for an automatic transmission according to this embodiment is as follows:
As shown in Figure 2, it is mounted on a front engine/front drive vehicle.

As shown in the figure, the engine 1 has four cylinders 2, and air-fuel mixture is supplied to each cylinder 2 through an intake passage 4 in which a throttle valve 3 is disposed. The air-fuel mixture supplied into the cylinders 2 is caused to flow inside each cylinder 2 by the operation of the ignition system, which is composed of spark plugs 5..., de-distributor 6, ignition coil section 7, ignition control section 8, etc. The combustion occurs in a predetermined order, and the resulting exhaust gas is discharged into the exhaust passage 9. The combustion of the above-mentioned air-fuel mixture causes the crankshaft 1a, which is the output shaft of the engine 1 shown in FIG. 11, an axle 12, etc., to the front wheels 13.

The automatic transmission 10 includes a torque converter 14 shown in FIG.
and a multi-stage gear type transmission mechanism 20, as well as a hydraulic circuit section 30 shown in FIG. 2 for supplying hydraulic pressure to these means.

As shown in FIG. 3, the torque converter 14 includes a pump impeller 14a, a turbine runner 14b1 and a stator 1.
4c and case 21, Honfin Hella-14
The pump drive shaft 16 is connected to the crankshaft la to which
An oil pump 15 is connected via. The turbine runner 14b is connected to a transmission mechanism 20 via a hollow turbine shaft 17, and has a lock-up reel notch 22.
is connected to the crankshaft 1a via the stator 1.
4c and the case 21 is a one-way clutch 19.
is interposed, and the stator 14c is the pump impeller 14a.
and rotates in the same direction as the turbine runner 14b.

The transmission mechanism 20 includes a planetary gear unit 24 for obtaining four forward speeds and one reverse speed. The planetary gear unit 24 includes a small diameter sun gear 25, a large diameter sun gear 26,
Long pinion gear 27, short pinion gear 28,
It also has a ring gear 29. Small diameter sun gear 2
5 and the turbine shaft 17, a forward clutch 31 for forward running and a coasting clutch 33 are installed in parallel, and a one-way clutch 32 is interposed between the small diameter sun gear 25 and the forward clutch 31. There is. A reverse clutch 35 for backward travel is provided between the large-diameter sun gear 26 and the turbine shaft 17.
A brake 36 is provided, and a long pinion gear 2
7 and the turbine shaft 17, a 3-4 clutch is provided. Long pinion gear 27 is carrier 3
The carrier 39 is connected to a transmission case 42 via a one-way flange 41 and a one-way flange 41, and the carrier 39 and the transmission case 42 are connected to each other by a low reverse brake 44. The ring gear 29 is connected to an output gear 47 via an output shaft 45, and the torque obtained from the output shaft 45 is transmitted to the differential gear unit 11 via an idler or the like (not shown).

In the multi-gear type transmission mechanism 20 having the above configuration, a forward clutch 31, a coasting clutch 33, a reverse clutch 35.24, a brake 36.3-
By selectively operating the four clutches and the low reverse brake 44, respectively, the D range that constitutes the P range (parking range), R range (reverse range), N range (neutral range), and F range (forward range) is set. range (drive range), 2 range, lunge range, and 1st to 4th gear in F range
It is possible to obtain each gear speed. The operating relationships of the clutches 31, 33, 38 and 35, and the brakes 36 and 44 for obtaining each range and gear, and the operating state of the one-way clutches 32 and 41 when obtaining each range and gear are as follows: It is shown in Table 1.

Table 1 (O indicates the engaged state, Δ indicates that it is operating but is not involved in power transmission.) With the operating relationship shown in Table 1, each clutch 31, 33, 3
Hydraulic pressure for operating the brakes 8 and 35 and the brakes 36 and 44 is supplied from the hydraulic circuit section 30.

Further, the vehicle is equipped with an engine control unit 100 as an output control means and a transmission control unit 200 as a completion time prediction means in order to control the operation of the engine 1 and automatic transmission 10 having the above-described configuration. There is.

The engine control unit 100 includes detection signals Sn and Sc for detecting engine rotation speed and crank angle obtained from a rotation speed sensor 51 and a crank angle sensor 52 provided in the distributor, engine block 1
Detection signals Sw and Sk detecting the cooling water temperature Tw and non-king strength of the engine 1 obtained from the water temperature sensor 53 and the knocking sensor 54 provided in The detection signal St obtained from the throttle opening sensor 55 and the detection signal sb obtained from the intake negative pressure sensor 56 disposed downstream of the throttle valve 3 in the intake passage 4 are supplied, and the engine 1 is controlled. Other detection signals Sx required for this purpose are also supplied. The engine control unit 100 sets an effective ignition advance value θ that determines the ignition timing based on these various detection signals and the shift retard pulse signal Pj and shift information signal Cs supplied from the transmission control unit 200. Then, the ignition timing control signal Cq is activated at the timing corresponding to the effective ignition advance value θ.
and supplies it to the ignition control section 8. As a result, a secondary side high voltage pulse is obtained from the ignition coil section 7 at a time corresponding to the ignition timing control signal Cq, and this is supplied to the spark plug 5 via the distributor.

The transmission control unit 200 includes detection signals Sw and St obtained from a water temperature sensor 53 and a throttle opening sensor 55, a detection signal Su obtained from a turbine rotation speed sensor 57 as a turbine rotation speed detection means, and a vehicle speed sensor 5.
A detection signal Sv obtained from the shift lever 8 and a detection signal Ss corresponding to the range position of the shift lever obtained from a shift position sensor 59 serving as a shift operation detection means are supplied, and other signals necessary for controlling the automatic transmission 10 are supplied. A detection signal Sy is also supplied. The transmission control unit 200 generates a drive pulse signal Ca- based on these various detection signals.
Solenoid valves 61, 62, 63 that form Cb-Cc-Cd and regulate the hydraulic pressure supplied to various clutches 31, 33, 38, 35 and brakes 36, 44 built in the transmission mechanism 20. - By selectively supplying the signals to the lock-up clutch 22 built in the hydraulic circuit section 30, the drive pulse signal Ce is controlled by controlling the speed change in the automatic transmission lO.
Automatic transmission 1
Performs lock-up control at 0. Through such control, the various clutches 31, 33, 38, 35 and brakes 36, 44 are selectively brought into the engaged or released state as shown in Table 1, and the desired shift range and gear position are set. At the same time, the lock-up clutch 22
is selectively brought into the engaged or released state.

As shown in FIG. 4, the built-in memory of the transmission control unit 200 stores a map of shift patterns in which the vertical axis represents the throttle opening Th and the horizontal axis represents the vehicle speed ■. . When the above-mentioned shift control is performed, the transmission control unit 200 detects the shift line a-b-c-d-e-f in the above-mentioned shift pattern and the detection signal St. The detection signal Sv is compared with the vehicle speed ■ to determine whether the upshift condition or the downshift condition is satisfied, and the transmission control unit 200 sends a message to the engine control unit 100 to determine the speed change at that time. A shift information signal -Cs is supplied which determines the gear and the retard time to be set, which will be described later. Note that the shift line a-b-c shown in FIG.
These are related to upshifting from 1st to 2nd gear, 2nd to 3rd gear, and 3rd to 4th gear, respectively, and the shift line d
-e-f are respectively from 2nd speed to 1st speed, from 3rd speed to 2nd speed,
This relates to downshifting from 4th gear to 3rd gear.

In the shift control by the transmission control unit 200, other shift conditions (hereinafter referred to as normal shift (referred to as a condition) is satisfied and the engine l is under a predetermined condition, for example, the detection signal St indicates that the throttle opening Th is a hail value TH when the throttle valve 3 is approximately 1/8 open.

Above, the cooling water temperature Tw of the engine 1 at which the detection signal Sw is detected is, for example, a value TW of 70″C or more.

(hereinafter referred to as specific operating conditions), there will be a delay in the supply of hydraulic pressure to the friction engagement elements in the transmission mechanism 20 from the time when the normal shift condition is established. When a period Ta, for example, 100 m5ec, which has been determined in consideration of 100.

Further, if a new shift condition is established before the period Ta has elapsed since the normal shift condition was established, the shift retard pulse signal Pj is not supplied to the engine control unit 100 even after the period Ta has elapsed. In addition, if a new normal shift condition is established before the period Ta elapses, the period T starts from the time when this new normal shift condition is established.
When time a has elapsed, a shift retard pulse signal Pj is supplied to the engine control unit 100.

The built-in memory of the transmission control unit 200 further includes:
As shown in FIG.
A map showing the relationship between <ts<t4 and <ts<t6) is stored. This map changes from 3rd gear to 2nd gear,
It is set for each type of gear shift, such as downshifting from 4th to 1st, 4th to 2nd, and 3rd to 1st. In a configuration that allows downshifting from 4th to 1st, the There are also settings for things. When the speed change control for downshifting is performed, the transmission control unit 200 determines the type of speed change obtained from the detection signal Ss, the throttle opening Th that is detected by the detection signal SL, and the throttle opening Th that is detected by the detection signal SU. Turbine rotation i
A retard time (1+ to th) is determined by Nt, and a signal indicating this retard time is supplied from transmission control unit 200 to engine control unit 100 as shift information signal Cs.

On the other hand, in the control of the ignition timing by the engine control unit 100, the basic ignition advance value θB is set based on the engine rotational speed at which the detection signal Sn occurs and the intake negative pressure at which the detection signal sb occurs. Further, when the shift retard pulse signal Pj is supplied from the transmission control unit 200, the ignition timing is set to the reference ignition timing corresponding to the basic ignition advance value θB in order to reduce the shift shock accompanying the shift operation of the automatic transmission 10. A shift correction value θA is set for the basic ignition advance value θB, which is to be corrected to the side later than the timing.

Further, when the knocking strength detected by the detection signal Sk is equal to or higher than a predetermined value, the ignition timing must be corrected to be later than the standard ignition timing corresponding to the basic ignition advance value θB in order to suppress the knocking. Basic ignition advance value θ
A positive value θK of non-king+iti for B is set.

When the above-mentioned speed change control and ignition timing control are performed, for example, as shown in FIG. 6A, the accelerator pedal is depressed at time L0 and the throttle opening T
If h increases and the downshift condition among the normal shift conditions is satisfied at time t, as shown in FIG. 6B, time t is reached.

A time tz when a period Ta has elapsed since the automatic transmission 10
A time point t when the downshift operation is substantially started at
2, a shift retard pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit 100, and as shown in FIG.
0, the shift correction value θA is set to the initial value θa. Then, a time point L3 when the period Tr has elapsed from the time point t2
, that is, the predicted shift-down operation completion time L at which the shift-down operation in the automatic transmission 10 is predicted to be completed.
3, the shift correction value θA is set to the initial value θa.

Here, the period Tr is a retard time set according to the map shown in FIG. 5 based on the throttle opening Th, the turbine rotational speed N, and the type of shift. Then, after the predicted shift down operation completion time t3, if the shift correction value θA is suddenly reduced to zero, there is a risk that a large torque fluctuation will occur in the engine, so the value Δθ is gradually decreased from the initial value θa. , a new shift correction value θA is set until time t4 becomes zero, and the newly set shift correction value OA is subtracted from the basic ignition advance value θB to set the effective ignition advance value θ. Ignition timing control is performed based on the ignition advance value θ.

Thereby, in the automatic transmission 10. As shown by the solid line in the sixth diagram, the output shaft 450 torque R increases slightly immediately after the time point t2, then decreases, and then gradually increases after the subsequent time point t2. In this case, if the shift correction value θA is set to zero even after time L2, the torque R at the output shaft 45 increases rapidly after time L2, as shown by the broken line in the sixth diagram, and becomes large. This will result in gear shift shock. On the contrary,
As described above, the shift correction value θA is set to the initial value θa from time t2 to time L, and thereafter is returned to zero in stages, thereby increasing the torque R of the output shaft 45 after time L2. Therefore, the speed change is suppressed, the speed change operation in the automatic transmission 10 is performed smoothly, and the speed change shock is reduced.

On the other hand, for example, as shown in FIG. 7A, if the upshift condition is satisfied at times t and l due to an increase in the vehicle speed, as shown in FIG. 7B, the engine speed N increases. , immediately after times t and J, it increases slightly, and then begins to rapidly decrease in response to changes in the gear ratio in the automatic transmission 10. Also, time point 1. At a time point t% when the shift-up operation is substantially started in the automatic transmission lO, when a period Ta has elapsed since /, as shown in FIG. The angular pulse signal Pj is supplied, and the speed change correction value θA is set to the initial value θa in the engine control unit 100, as shown in the seventh diagram. And time point 1,
/After that, the shift information signal Cs is used to calculate the engine speed N (iNx
By multiplying by the value obtained by dividing the gear ratio Gi-+ before the upshift operation by the gear ratio Gi after the upshift operation, the expected rotation speed Nu at the time of the completion of the upshift operation is calculated, and the expected engine rotation speed N is calculated. A predicted shift-up operation completion time t, I at which the rotational speed becomes equal to or less than Nu is predicted, and the predicted shift-up operation completion time 1. Until /, the shift correction value θA is set to the initial value θa, and at time t31
Thereafter, a new shift correction value θA is set by decreasing the value Δθ stepwise from the initial value θa until the time point t4' when the value becomes zero. Then, the newly set shift correction value θA is subtracted from the basic ignition advance value θB to set an effective ignition advance value θ, and ignition timing control is performed based on this effective ignition advance value θ. As a result, the torque R of the output shaft 45 is prevented from rapidly changing as in the case of the above-mentioned downshift operation, and the shift operation in the automatic transmission 10 is performed smoothly, reducing shift shock. Become.

Furthermore, when the above-mentioned automatic transmission 10 performs an upshift operation, there is often no change in the throttle opening Th, so the predicted shift amplifier operation completion time t3 predicted based on the engine speed N It is assumed that almost no error occurs with respect to the actual completion point of the upshift operation, and the period during which the shift shock reduction control is performed is appropriate.

Further, the normal shift condition is satisfied, and as shown in FIG.
is supplied, and as shown in FIG. 8B, at time t2# immediately after the shift correction value θA is set to the initial value θa and the shift shock reduction control is started, the engine 1 experiences knocking of a predetermined intensity or higher. If this occurs, as shown in FIG. 8C, the knocking correction value θ is changed after time L2#.
K is set according to the knocking intensity, and as shown by the solid line in the eighth diagram, the final correction value θR is set to the shift correction value θA from time t1'' to time t2'', but after time L2'', , the shift correction value θA and the non-king correction value θ are set to the larger value, and the final correction value θR is subtracted from the basic ignition advance value θB to set the effective ignition advance value θ. be done.

With such control, even if the shift correction value θA and the non-king correction value θ are set at the same time, the final correction value θ
R is not made excessively large as shown by the broken line in the eighth diagram, and a situation in which the output of the engine I is excessively reduced is avoided. Moreover, the final correction value θR is
Substantially, it corresponds to both the shift correction value θA required for shift shock reduction control and the non-king correction value θ required for knocking avoidance control.

On the other hand, the normal shift condition is satisfied, and as shown in FIGS.
, a shift retard pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit 100,
If the shift correction value θA is set to the initial value θa after time tb and the normal shift condition is newly established at time tc immediately after the shift shock reduction control is started, a period Ta elapses from this time tc. At the time td,
From transmission control unit 200 to engine control unit 1
00, the shift retard pulse signal Pj is supplied, the shift correction value θA is returned to the initial value θa, and shift shock reduction control for a new shift operation is started at time td.

Furthermore, when the normal shift condition is satisfied and a new normal shift condition is established at time tb' before time tc' when period Ta has elapsed from time ta', as shown in FIGS. 10A and B, In the period Ta from time ta' at which the previous normal shift condition is satisfied to time tc', the shift retard pulse signal Pj is not supplied from the transmission control unit 200 to the engine control unit 10°, and the time tb At a time point td' when a period Ta has elapsed from ', the transmission control unit 200
0 is supplied with the shift retard pulse signal Pj, and at time td'
At this point, shift shock reduction control for a new shift operation is started.

As described above, when the shift operation in the automatic transmission 10 is repeatedly performed in a short period of time, the shift correction value θA is always set based on the new shift operation and the shift shock reduction control is performed. The output of the engine 1 during operation is appropriately controlled, and shift shocks are reliably reduced.

In the shift shock reduction control as described above, when the downshift condition from 4th gear to 3rd gear is satisfied, the shift operation is
The change in the gear ratio is smaller than when shifting is performed under normal shifting conditions, and in the 4th and 3rd gear states, the 3-4 clutch 38 is engaged as shown in Table 1. Therefore, many of the components with relatively large inertia, such as the long pinion gear 27 in the transmission mechanism 20, are rotating, and their rotational inertia causes the torque of the output shaft 45 of the automatic transmission 610 to be reduced. This is not carried out because the change is considered to be small and the variation in torque generated by the engine 1 is attenuated by the 3-4 clutch 3, and there is no risk of causing a large shift shock.

The engine control unit 100 and transmission control unit 200 that perform the above-mentioned control are each configured by a microcomputer, and examples of programs executed by these microcomputers are shown in FIGS.
This will be explained with reference to the flowchart in FIG.

The flowchart in FIG. 11 shows how the transmission control unit 20
0 indicates a program executed during shift control. In this program, after starting, the 0th order takes in the detection signals St, 5v-5s, and Sy at Sl, and then S2
, the detection signal St is applied to the shift map that shows the shift pattern shown in FIG. 4, which is stored in the built-in memory.
The throttle opening Th and the detection signal Sv are compared with the vehicle speed (2). Next, in S3, a gear shift information signal C indicating the gear position of the automatic transmission 10 at that time.
S is sent to the engine control unit 100, and then the S
4, it is determined whether shift conditions, which are a shift-up condition and a shift-down condition, are satisfied. Then, if it is determined that the shift condition is satisfied, S5
, the type of gear change is detected from the detection signal Ss. Next, in S6, the count number C is set to zero, and in S7, the shift control program is executed, and the process proceeds to S8.

In S8, it is determined whether a downshift condition from 4th speed to 3rd speed is satisfied. , and when this downshift condition is not satisfied, it is determined in S9 whether the throttle opening Th is greater than or equal to the value TH. When the throttle opening degree Th is equal to or greater than the value TH, the detection signal Sw is detected at 310.
It is determined whether the cooling water temperature Tw is equal to or higher than the value TW. When the cooling water temperature Tw is equal to or higher than the value TW, Sll
In this step, 1 is added to the count number C to set a new count number C, and the process proceeds to S12.

In S12, it is determined whether the count number C is greater than or equal to the value A corresponding to the period Ta, and when the count number C is greater than or equal to the value A, in 313, the throttle opening Th
and turbine rotation speed Nt, the retard time (E) corresponding to the period Tr and according to the type of shift is searched from the map shown in FIG. 5, and in S14, the retard time (E)
E) as the gear change information signal Cs to the engine control unit 1.
Send to 00. Furthermore, in S15, a shift retard pulse (No. 8 Pj is sent to the engine control unit 100. Then, in S16, the count number C is set to zero and the original state is returned. In addition, in 312, the count number C is set to the value If it is determined that it is less than A, the process returns to the original state.

On the other hand, if the shift condition is not satisfied in S4, it is determined in 317 whether the count number C is greater than zero, and if the count number C is greater than zero, each step after S9 is executed. Execute the same way as above to return to the original state. Further, in S17, when the count number C is less than or equal to zero, the process returns to the original state.

Further, in S8, when it is determined that the downshift condition from 4th gear to 3rd gear is satisfied, in S9, when the throttle opening Th is less than the value TH, and when the SI
When the coolant temperature Tw of the engine 1 is less than the value TW at step O, the count number C is set to zero at step 816, and then the process returns to the original state.

The flowchart in FIG. 12 shows the engine control unit 1.
00 indicates a program executed during ignition timing control. In this program, after starting, in S21, various signals 5n-3c, 5w-3k-3b-3L-
3x-Cs is taken in, and in S22, the detection signal Sb
The basic ignition advance value θB is set based on the intake negative pressure at which the problem occurs and the engine rotational speed N at which the detection signal Sn occurs.

After that, in S23, the throttle opening Th is set to the value TH.
, and if the throttle opening Th is greater than or equal to the value TH, then in 324, the cooling water temperature Tw of the engine 1 is set to the value TW.

It is determined whether or not the value is greater than or equal to the value. Then, when the cooling water temperature Tw of the engine 1 is equal to or higher than the value TW, the process proceeds to S25, and in S25, it is determined whether or not the shift retard pulse signal Pj has been supplied. When the shift retardation pulse signal Pj is supplied, in S26, the expected rotation speed Nu at the time of completion of the shift operation is calculated by formula Nu using the engine rotation speed N and the gear ratios G1-1 and Gi before and after the shift operation.
=N.Gi/Gr-, and the process proceeds to step 327. S
In step 27, the shift correction value θA is set to the initial value θa, and in step 328, the retard flag Fr is set to 1, and the shift correction value θA is set to the initial value θa.
The process proceeds to step 29, where the count number U is set to zero, and the process proceeds to step S30. In S30, a knocking correction value θK set in a knocking correction value setting program shown in FIG. 13, which will be described later, is fetched. In the subsequent S31, the shift correction value θA and the knocking correction value θ are compared, and if the shift correction value θA is larger than the knocking correction value θ,
In S32, the final correction value θR is set to the shift correction value θA, and the process proceeds to S34. Further, in S31, when the knocking correction value θK is greater than or equal to the shift correction value θAA, the S
33, the final correction value θR is set as the knocking correction value θK.
, and proceed to S34.

In S34, the final correction value θR is subtracted from the basic ignition advance value θB to set the effective ignition advance value θ, and in the subsequent S35, the detection signal Sc is set based on the actual crank angle. At the timing corresponding to θ, the ignition timing control signal Cq is sent to the ignition control section 8 and the process returns to the original state.

Further, in S23, the throttle opening Th is set to a value TH,
If the cooling water temperature Tw of the engine 1 is less than the value 1w1 in S24, the shift correction value θA is set to zero in S36, and the process proceeds to 337.
Each step after 337 is executed in the same manner as described above, and the process returns to the beginning.

On the other hand, in S25, when the shift retard pulse signal Pj is not supplied, the retard flag F is set in 33.8.
It is determined whether or not r is 1, and when the retard flag Fr is 1, the process proceeds to 336, executes each step after 336 in the same manner as described above, and returns to the beginning. If the retard flag Fr is not 1 in 33B, it is determined in 339 whether the shift operation in the automatic transmission 10 is a downshift operation, and if it is a downshift operation, the count number U is determined in S40. A new count number U is set by adding 1 to . Continuing in S41, it is determined whether the count number U is equal to or greater than the value E corresponding to the period Tr. If the count number U is less than the value E, the process directly proceeds to S31, and each step from S31 onward is performed as described above. Execute the same to return to the original state. Further, in 341, when the count number U is greater than or equal to the value E, in 342, the value Δθ is subtracted from the shift correction value θA to obtain a new shift correction value θA.
is set, and in the subsequent S43, it is determined whether the shift correction value θA is less than zero. Then, when the shift correction value θA is less than zero, in S44, the shift correction value θ
Set A to zero and proceed to S45. In addition, in S43, if the shift correction value θA is greater than or equal to zero,
After setting the retard flag Fr to zero in S45, the process proceeds to S31, and each step after S31 is executed in the same manner as described above, and the process returns.

Further, in S39, when the shift operation in the automatic transmission 10 is not a downshift operation, the automatic transmission 10
Since the shift operation in is a shift up operation, 34
In step 6, it is determined whether the engine rotation speed N is equal to or lower than the expected rotation speed Nu.
If it is not the following, each step after S31 is executed in the same manner as described above and the process returns to the beginning. Further, when the engine rotation speed N is equal to or lower than the expected rotation speed Nu, each step after S42 is executed in the same manner as described above, and the process returns to the original state.

The flowchart in FIG. 13 shows a program executed by the engine control unit 100 when setting the non-king correction value. In this program, after the start, in S51, the detection signal Sk is fetched, and in S52, it is determined whether the knocking intensity generated by the detection signal Sk is greater than or equal to a predetermined value, and when the non-king intensity is greater than or equal to the predetermined value, S53 is performed. In this step, a knocking correction value θK corresponding to the knocking intensity is set and the process returns to the original state.

In S52, when the knocking intensity is not equal to or higher than the predetermined value, in S54, the value Δ is calculated from the non-king correction value θK.
A new knocking correction value θK is set by subtracting θ. Next, in S55, it is determined whether the knocking correction value θK is less than zero, and when the knocking correction value θK is less than zero, in S56, the knocking correction value θK
is set to zero and returns to the original state, and if the knocking correction value θK is equal to or greater than zero in S55, the process returns to the original state.

In this embodiment, as described above, the downshift is predicted based on the throttle opening, the rotational speed of the turbine runner 14b of the torque converter 14, and the type of shift from the time when the downshift operation is substantially started. This describes a configuration in which the shock of shifting gears during downshifts is reduced by reducing the engine output until the operation is completed; however, the structure is not limited to this, and a similar configuration can be used to It is also possible to reduce the shock of shifting gears.

Further, in the above example, the time point at which the upshift operation is completed is predicted based on the engine rotation speed N, but the present invention is not limited to this, and the time point at which the upshift operation is completed is predicted based on the torque The prediction may be made based on another rotation speed that corresponds to the engine rotation speed N, such as the rotation speed of the turbine runner 14b of the converter 14.

Furthermore, in the above example, the control target in the shift shock reduction control is the ignition timing, but the control target is not limited to this, but the control target may be the engine output, such as the intake air amount of the fuel supply amount. It may also be used as another control target that changes.

〔Effect of the invention〕

As described above, the shift shock reduction device for an automatic transmission of the present invention includes a shift operation detection means for detecting a shift operation in an automatic transmission provided in a vehicle, a throttle opening detection means, and a turbine of the automatic transmission. When the speed change operation in the automatic transmission is detected by the speed change detection means and the speed change operation detection means, the time point at which the speed change operation is completed is detected by the throttle opening detected by the throttle opening detection means and the turbine rotation speed. Completion time predicting means predicts based on the turbine rotational speed detected by the means and the type of shift detected by the shift operation detecting means, and Completion time predicting means predicts from the time when the shift operation is detected by the shift timing detecting means. As predicted by This has the effect of being able to reliably reduce the amount.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram of a shift shock reduction device for an automatic transmission according to the present invention, which corresponds to the claims. 2 to 13 show an embodiment of the present invention. FIG. 2 is an overall configuration diagram of a shift shock reduction device for an automatic transmission according to the present invention. FIG. 3 is a schematic explanatory diagram of the automatic transmission shown in FIG. 2. FIG. 4 is a characteristic diagram illustrating the shift operation of the automatic transmission based on vehicle speed and throttle opening. FIG. 5 is a characteristic diagram showing the relationship between turbine rotational speed, throttle opening, and retard time. FIG. 6 is a time chart showing the relationship between the throttle opening Th, the shift retard pulse signal Pj, the shift correction value θA, and the torque R during downshifting. FIG. 7 is a time chart showing the relationship among the vehicle speed V, engine rotational speed N, expected rotational speed Nu, shift retard pulse signal Pj, and shift correction value θA during upshifting. FIG. 8 is a time chart showing the relationship between the shift retard pulse signal Pj, the shift correction value θA, the knocking correction value θ, and the final correction value θR related to control when knocking occurs. FIG. 9 is a time chart showing the relationship between the shift retard pulse signal Pj and the shift correction value θA related to the control when the normal shift condition is newly established immediately after the shift shock reduction control is started. FIG. 10 is a time chart showing the relationship between the shift retard pulse signal Pj and the shift correction value θA related to control when the normal shift condition is newly established before the period Ta has elapsed. FIG. 11 is a flowchart showing the speed change control operation of the transmission control unit. FIG. 12 is a flowchart showing the ignition timing control operation of the engine control unit. FIG. 13 is a flowchart showing the knocking correction value setting operation in the engine control unit. 1 is an engine, 2 is a cylinder, 5 is a spark plug 10 is an automatic transmission, 13 is a front wheel, 14 is a torque converter, 14
b is a turbine runner (turbine), 20 is a transmission mechanism, 3
0 is a hydraulic circuit section, 51 is a rotation speed sensor, 55 is a throttle opening sensor (throttle opening detection means), 57 is a turbine rotation speed sensor (turbine rotation speed detection means), and 59 is a shift position sensor (shift operation detection means). ), 1°O
200 is an engine control unit (output control means), and 200 is a transmission control unit (completion time prediction means).

Claims (1)

[Scope of Claims] 1. Shift operation detection means for detecting a shift operation in an automatic transmission provided in a vehicle; Throttle opening detection means; Turbine rotation speed detection means for the automatic transmission; and the above-mentioned shift operation. When the detection means detects a shift operation in the automatic transmission, the time point at which the shift operation is completed is determined by the throttle opening detected by the throttle opening detection means;
Completion time prediction means predicts based on the turbine rotation speed detected by the turbine rotation speed detection means and the type of speed change detected by the speed change operation detection means; 1. A shift shock reduction device for an automatic transmission, comprising: output control means for reducing engine output for a period up to the completion of the shift operation predicted by the completion time prediction means.